Automatic brake-operating means for railway trains



Nov. 16 192e. 1,607,161

R. S. MERRIETT AUTOMATIC BRAKE OPERATING MEANS FORRAILWAY TRAINS Fi1edAugust 11. 1923 2 sheets-sheet. 1

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Nov. 16, 1926. l 1,607,167

R. S. MERRIETT AUTOMA'IC BRAKE .OPERATING MEANS FOR RAILWAY TRAINSVFiledl August 11, 1923 2 Sheets-Sheet 2 TToRNEY Patented Nov. `16,1926.

RAYMOND sianarcrnrrf, ors'vanciisnj Nnwvoititf temer AUTOMATICBRAKYLQPERATING' MEANS roja nALvvA TRAINS.

Appllcat-onzled Augustpll, 1923, Serial No. V656,.,848.

This invention relates tol an4 automatic train controlling system in.which'the rail-f way is' divided intoy blocks otrany suitable length andeachA block equipped with elec- 5. trical apparatus adapted to cooperatewith. related apparatus on. theengine, tender or,` other part ot' thetrain for automatically reducing the speed of or stopping a train' whenAapproaching dangerous; conditions i, such for example, as another trainoit-:car

in the preceding block,open bridges, sharp curves, switch yards,crossings and other` permanent or temporary dangers whichA might requirecautious approach.

15 The` main object to -provide meansv whereby the approach ot' a trainto any block in which any of the vaforesaid;dangers;V eXist willautomatically apply the .brakes of.

that train to reduce. its speed or stop the train before reaching thedanger point.

Another object is to protect the various elements and translatingdevices against short circuits leakages or deterioration Aby climaticconditions. 1

the following description.

In the drawings:

Figure l is a diagrammatic viewv of a) portion of a railway block systemincludingA train.y indicated by a car-axle ,-2- is mov- ;e able', therails of the several blocks being electrified from anv suit-able sourceot electric energy as batteries Additional 'line conductors extend alongthe railwayand may be suppliedwith si current from any suitable sourceof eleetric' energy not shown. 'l

Each block of the railway is equipped with a semaphore signal as raf-3 ll g y are mounted uponthe'englne andl are'y geareol 105 v --cand -cZ-f,and so oni'n thedirection 5G ot travel ot the train along" the track,each44 signal being adapted to be operatedby any of the well knownautomaticor manually-v operated mechanisms Vcommonly used-1in: blocksignals, but'notvnecessary vto herein*- 55 illustrate or describe.

. The axle -2-- forms a part ofthe engine,

Other objects and uses relating to specific parts of the system will 'be'brought out in tender-tor other part ot'v a train moving alongthe'traCk-Tl-L and' equipped with the'- usual vengineers 'g brakecontrollingv valve -5-- having an operating. handle #s6-f 60 shownri'n:Figure' 2 as: its extreme -open position `for releasing lthefvbrakes in=a mam ner well known to those skilled in thisk art`- andy therefore,vunnecessary. to` herein'` illustrate or describe.

rlhepresent invention vhas to.. do. more particularly with meanscontrolled by. the train moving along the track for automaticallyopera-ting the brake controlling valve 5 ,throught the- -meclium of thelevel` `70 -6- in casethe driver shouldtaillto see'.V or lheedthegsema-phore signaly whiclr may be set against him or should fail, tovre.i duce the speed ofy or vstop the trai'nl in; accordance withk said'signa-l, and involvesk the'v 75 use et a cylinder 7e-containing. ayreciprocatory piston 8awhich/is adapted tof-loe:` operated in onedirection against-the actionv of a retracting spring -9- by means ot airor .other fluid pressure through aV suitso able supply-pipe 10- having aself-clos,- ing valve -llfor controlling the pas- Asage of air'to` saidcylinder. said valve being ot' t-he usual Seli-venting type toy per,-mitthe returnof the.` piston .Szwhen the S5 valve llisac'losed.; Y NVThe outer endyof lthe piston rod-l is pivotallyconnected to one end ofalink 12- having its other Vend slotted` at #-13- for .receiving a pin#-14- on thev hand lever 90V f-6- ofthe brake valve -5.-V, said pin be#ing normally engaged withtheinner end of the slot-when the valve lever-6- isthrown y to its` brake releasing position the length; ot said slot.being substantially `equal to 95 the stroke of the piston -f-8.

The slot ,-lfisoi'i sufficientlength to .permit the hand-leverf-ftolloe-swung tol its brake operating position without. chang'- ingthenormal position4 of the piston .f8-f mg thus permittingV the engineeror.dri:ver to` operate the brakevalve -5.- aty vvill'in theusual'manner.

or otherwise operatively connected toa pui-J,

Yley -l6 which may be driven through the mediun'r of a belt: not shownvconnected to any suitable revolving'vpartlofsaid enginewhereby ,thecentrifugal lthrow ,of the 11e weighted members off-theVgovernorswi'llb'e` directly `proportionatel''to the speedfofv in'ove`ment-of the train Vand will be transmitted Y to othermovable parts as17e-- and -17- of the governors for making and breaking certain electriccircuits of the automatic brake controlling system hereinafterdescribed. Y

-b-, -c-, Vand -dare pivotedto swing v fromra normal upright clearposition as indicatedat -V-aand -.-rZ-, to a substantially horizontaldanger position as indicated at -cor to'an .intermediate cautionposition as indicated at -bto indicate to the engineer, the absence orpresence of danger in blocks ahead as they arel approached by the train.*i Y Y Associated with each semaphore is a seltclosing reset switch-1 1which is nor mally closed when the semaphore arm is in its upright orclear position and also when it is in its caution position7 but isadapted to be automatically opened by a member -22 onthe semaphore whenthe latter is thrown Yto its danger position fora purpose hereinafterdescribed. e

That is, 'each of the electric yresetting switchesV -21- together with anormally open relay switch -23- and the corresponding reset magnet -`20-ol the corresponding block are electrically connected in series 'acrossthe, main line circuit by wires "-24- and V--2'- so that when the relayswitch Q8- of vany one of the blocks is closerhthe reset magnetV otthatblock will be energized..

The winding ot each relay switch 23 is adaptedto be connected across thebattery circuit by thepresence of a train in the corresponding block,one side ot the adjacent battery *being electricallyv connected by awire-QG- to one of the rails while the other side of the .same batteryis'connected to the windingv of the corresponding relay and thencetorthevother rail whereby the presence of anlaxle of the engine' or anyone of the Vcars of the train in. that particular block will completethe battery circuit through Y that winding thereby closing thecorrespondf ing switch L-f23-f to energize the adjacent Each-'semaphoreis alsorp'rovided with means, VKas@amswitch member .-7-27- andcooperative pairs of 'terminals' -28- and -29g-I,afor ,connecting theprimary electro#V when the semaphore is shifted first to its cautionposition as shown at Figure l and then to its danger position as shownat -c-. Y

That is,V one -o each pair of terminals 28- is' connected by wire Qatoone side of the circuitilwhile the other terminal of the same pair isconnected by a Wire -30- to one end of the winding or vthe electromagnet-l8-, the other end of said winding being connected by a wire-31eto theopposite side of the circuit @4lpreterably through .the wire -25-" sothat when the semaphore is adjustedto its caution position to bring itscontact member -27- into engagement with the terminals -28 theelectromagnet -18- which may be Vdesi gnat-ed as the caution magnet willbe enen' gazed.

In a similar manner, one of each pair of terminals -29- is connected bythe wire 24- to one side of t-he circuit -4- while the other terminal ofthe same vpair is connected by a wire 3Q-'- to one end of the Winding ofthe electromagnet -19 which if may be termed the danger magnet, the

other end of said winding being connected by a wire 323- tothe otherside of said circuit -tpreferably through the wire -25-.

As previously stated7 each block ofthe railway is equipped with a set ofthe elec" tromagnets V-18--7 -19- and -20-, the caution magnet beinglocated under one rail near the beginning of the block while thel dangermagnet is located under the oppo` Vsite rail beyond the center of theblock and the reset magnetis preferably located in the roadrbed betweenthe vrails near the end of the block. Y

AV corresponding number of secondary coils -18'-, -19- and `-20- aremounted upon the engine or other part of the train in transverselyspaced relation and adapted to travel in line with their cooperativemagenergized thereby as they pass over the same.

That'is, the secondary coils 1821-19- and QOM are supported upon theengine orother part of the train in such manner as to travel insufficiently close proximity to their respective magnets 1S- -19- and--2()-Y to receive by induction current from said magnets for a purposepresently described, the coil'-18-- being disposeddi- 'rectly over thelrail under which the cau-Y tion magnet -18- isplaced, while the coil-19'- is placed directly over the rail under which themagnet' `19 isinstalled and the coil 20- is placed directly over the center line ofthe road' bed between the rails so as to pass directly over the resetmagnets 20- ast-he train moves along the track.

The opposite ends of the winding of the coil V--18-. are 'connected bywires B4- to lao' noid winding opposite endsfof asolenoid. winding ,.-.3while the opposite ends ofthe winding Vof the coil 4912? are similarlylconnected by, wires toopposit-e ends 0i' a similar sole- I Y ,y and theoppositeends ofthe coil f-. ai .'ej connected by wires and 3W-i toadditional solenoid windings -37- and -37-. Y

The solenoid windings f3.5 and .-937- Gonstitiite parts oif asolenodswitcli 73,8% while ,the windings -35- and T372# constitute partsi of a similar solenoid switch -385-said switches being of a type which,once-closed, remain closed until again opened by theenergizing of thecoils 3T- and -37' respectively. Y n v These solenoid switch-es 7384,-and -38 are mounted upon the engine or other part of the train, thewindings 737,-. and .-37-

being on similarrx ends of the corresponding switches .for opening orresetting the same when vthe secondary coil #-202- passes over oneorvmore of the underlying energizing electromagnets --20--k t On theother hand, the windings and are mounted upon they opposite ends of themovable switch members for closing the latter when energized by thepassing of the corresponding secondary coils fl8- Vand +191# overtheirunderlying energized electroinagnets 18 and 19-- Y One ofthe terminalsof each ofthe solenoid 'switches ,-.38. and -38- isA connected by awire--SQ- to avi'everjsing switch 40,- whicli in turngjs electricallyconnect` ed by wires fil ytothe movable members otra pair of Vgovernoroperated switches switchesy-SSf and *38* are electrically connected bywires -ll to one end of a solenoid f winding the steinfoftlie valve-11T,Figure/ 2, and has its .other end connected-*by a wire to oneside of anelectricswitch 4G-the other sident said switch being connected by a,wire-l -LP- to one side .of a dynan'io is lalso mounted npon the en,

-48T which p gine or'other part of thetrain *andl adapted to be operatedby afiji'ioving part thereof, the other side ofthe dynamobeing connectedby wires to @the -42-v and T42/fare mounted' upon the axially movablemembers j--l7- and *1T-1 respectively, lof the governors and `l5- andare normallyopen when the;

train is at rest ,or n'ioving. below a predetermined speed, butvoneofthe governors, as' the right hand one,v Figure -23Y or less,frwliilethey other; governor is initiated-t0, Close its Switch 2+ at a.

which surrounds be opened when the lever engineers-braise valve when theY brake eperat'ing lever *-6- is adjusted to release the bic-alms,v

extremer brake applying* that the track is clear., and that -Z and thata train is movingl alongthe track at normal speed and that the. engi'-neers brake valve lever 6% is in its open position, then asv theftrainpasses through t-he successive blocks', one or more. of 4the axles aswill closethe c ii'cuitsmthrough the several, relay windingsoftheswitches +23k to close said switches and therebyto energize thecorresponding reset magnets +2()- so that as the secondary coil4i-72,0%.d on the train passes over the electromagnets -20-., thecorresponding secondary circuits S6- and -36fincluding 'the solenoidwindings 37,- e gized `to assure the 'opening or resetting oi thekswitches '--SSfand -38., thus pref venting the energizing of thesolenoid coilw and lea-ving the 2valve *ill-Y- closed and the 'engineersbrake valve in release Y ,v .Y vposition. The other erminals oit thesolenoid Now, assi'in'iing vthznt; the train' isin Ione of the blocks asand-'that it, is being followed -byanother train in which case the?semaphore as x/ o -f that; block set `to f its.'dangergposition fasshown, .andthat the semaphore of the next preceding block B liafs beenset toits,ca11tion" position, theirthe members: -f22- and-ifZT-wf theManger.-

Signal asever-j will-have v been set; to-open the switch -.2 l` andvTQQi-.dtherebyl closing y"the branch circuit danger magnet-19%. ofthe'nextpreced-r inglblock; B .whilethe members Y inl theV .last

named block asM-fB, will beset toi allow thc switch -121+ to close andto lal'so'fclose V to close the switch'.

the adjacent switehffQS, leaving the coi' 'i responding switch 29`fopen,- thereby closingy the branch `circuit of they succeeding v blockthroughlthe coi-respondingwires 'and +25* and Ycautionl magnet @thatUnder ,-tlies'e conditions, the followingv train entering the'nen-t1,precedingmbloch as 1657* over the mantieni-magnet sia-e; ,13

' -35`- toveiiect the lclosing of the corre 1% tov throw mil spendingVvswitch #-38.- and simultaneously energizing the Vsolenold winding #JA-to open" the valve --1'l-- and thus cause theV operation of the piston8- and link the engineer-s brake valve handle 6 to its braking positionand also to engage and close the normally open switch -Ll at Y whichtime the switch -50-E will Vhave been opened, it being understood thatthe governor switch-12%- will then be closed byr the speed of the trainAif above Vnine lmiles per hour and that vthe reversing switch 40 willalso be closed to complete the dynamo circuit through the wires +39* and41% This operation of the piston -S- by air pressure through the open`valve'-ll will cause thek operation of the engineers brake valve toapply the brakes and thereby to automaticallyslowdown the train tocaution speed.V f v Now as the `followin train proceeds under cautionspeed, through its block, as -B-, the passing'offthe danger coil 'as-19-over the thenenergize'd danger magnet --19- will cause theenergizing of the' solenoid coil #W-,- through the rwires -BLL- therebyclosing the electric lswitch .-385- ofthe. corresponding dynamocircuitf-BJw and 4l-e lat which time the governor switch 4Q/ andreversing will have been closed VtoV complete As previously train in anyone of the blocks will close'the battery circuit through the relayswitch Q3-il of that blocky for energizing'the corin advance is underconditions,

responding electromagnetv 20 when'the block clear or caution itssecondary coil -20- and 1 solenoids B7-e and -37--- will' beener# gizedto vopen the corresponding switches 38- and '-438'- therebyde-energizing the solenoid lcoils-4 to permit they return'of the piston-8'-'- and link #L12- and consequently opening of the switch-46"-whereupon the engineers brake valve lever ,--6- may be operatedv in theusual manner independently ofV the link .-12- Vbut will be held againstposition by said linkv and pistonl as long as l the valve -11- remainsopen.

NOW, lower than caution. speed vthegovernor -15- will be correspondinglyextended ax` l switch -42, ythereby* breaking the circuit through .thesolenoid ially to vopen the A4- andallowing the "valve ,'11- to closeand also permitting the spring to return the piston '.-7-" and ring-12-,

leaving the brake controlling lever -6-V in its braking kpositionbutfree to be moved to its brake releasing position.

movement to its brake applying Vif the train proceeds under aI speed yThen, if the engineer should operate the lever -6 to release the brakeand increase the speed ofthe train above the safelimit, of, in thisinstance, forty miles per hour, the.

brakes will again track apparatus. u

' I havethus far described the automaticV operation of the brakeapplying lever to its braking position bythe setting of the *semaphoresof the several blocks to their clear, danger and suitable means eitherautomatic orat'will,

but another not less important feature ofthe invention consists inproviding means 'con-Y trolled by the moving of the train through theseveral blocks for effecting the operation of the brake controllinglever to its braking position, independently of the semaphores and isparticularly useful in case the semaphores should tail Ato operate orbewrongly set while trains are passing throughy the blocks.

For this purpose, each block is equipped be automatically Vapplied" andthis cycle of operation will continue un' til there has been a definitereset from theV caution positions, by any with a plurality of, inl thisinstance, three,"

- across the battery circuit of that block through the mediumA lofYbranch circuits" -56- each having one side thereof connect- Y ed to oneof the rail sectionsia nd itsother side connected to one pole of thelocal' battery ,y

which has its otherpole connected to the opposite rail section so thatthe presence of a train in that block will close the locall circuitsthrough the windings of the/relay switches --5l-l and` -53,- andrthereby open the switch -`-'51-'to break the; circuitthroughthe relayswitch -23-Aand reset magnet 520- of'the next preceding'block andV atlthe Sametime to close the switch -53- Yilor energizing thedanger maginet-l9d ofthe saine preceding block.

Y TheV winding of the relay switch -52- of each block is connected'bywires -57- 'across the battery circuit V-56- Vof the next succeedingblock so that a train iny any block will close the circuit 'throughsaidwinding and thereby close' said switch to energize the cautionmagnet as *l8- of thenext preceding block. Y l u For example, assumingnow that a train is moving along the trackxin block -C4-, then the axleas Q-- oa partof the train will electrically connect the oppositeHrailsandthereby close the battery circuit through the winding of the relayswitch -'23- of 'Y that block to close said relay switch at which timethe -relay switch -51 of block `D will bein its normalvclosedpositionthereby connecting the Areset `magnet '-20- `of station -C-across the circuit 4'- for energizing said reset magnet. Y

At the same time, the presence of the axle -.2-. ,in block '-C- willcloseV the battery circuit through the winding of the relay switch .-51-in block -C-f thereby opening said switch and-'breaking the circuitthrough the relay switch -23 of the neXt preceding block nvB- tode-energize the corre sponding relay magnet -20-.

Simultaneously with the opening of the switch 51l of block -C-, therelay switch -53- of the same block will be energized andclosed forenergizing the danger? magnet J-l9- in block B4q and-vat the same time,the relay switch -52- of block -B- will be energized and fclosed vtoenergize the caution Vmagnet -18- of block -B--. a

When anyzone of the semaphores is set at cautionf asyat'-'Z its switchmember -27- will' close `the 4contacts 28- `and thereby close thecircuit from `the line" 4 through the caution magnet of thecorresponding block, as -B-, irrespective of the Y companion switch -52,but if the rsemaphore, as -Yb`-,' shouldn'ot be set at caution theswitch. -52-will be'closed by atrainin the block ahead tolcause theenergizing oil the caution magnet in=block BV-qv Now, if atrainfollowing that infblock C-. enters block -B- at full-or normal speed,the governor switches 4Q- and -v-42-= will be closed andv the reversingswitch -40- will have been adjusted to connect thewires '39- and -41-forconnecting the switch -42- to the corresponding switch -38- andswitch -42-- to the switch -38 Vunder which conditions, Ti-t is assumedthat the engineers brake-valve -6- is in its bra-ke releasing position,and that the Valve v`11`f` is closed,` andthe piston .--8- and link -12-in their normal innermost positions to "which vthey are iforced by thespring --9-, the switch 50e-'being CLI rco

then closed. i

Then as the train enters block -`B-,'and the secondary coil -l8 passesover the energized caution magnet 18,- of that block, the secondarycircuit leading from the coil -18-- together with the solenoid35 will beenergized by induction to close the switch ,-38-- Vaction of itsretracting spring 49,-, thereby l:forcing-the engineers brake `lever-'6- to its `braking position through the `medium of the 'link *i2-ff,which at fthe same time, engages 'and closes l he-switch -46- 'and opensthe switch n The application of the brakes inthe manner liustdescribe'dWill-of course, causefthe slowing down of the train immediately upon thepassage of th'esecondary -coil 18'- overthe'cautionr magnet V18Myinblock nfB-,but the brakeflever will be heldin yits brake applyingposition 'until the speed is a v reduced suc'iently to open lthe switch4W- was `previously explained.. .As the train continues1 to movealong'bloc .-B- land the secondary coi-l 181; passesitsfenergizingmagnet -l8-,it will become Y deenergized,thereby`cle-energizing the solenoid winding -135-, butfp'ermitting the switch3S-*to remain closed for energizk ing the solenoid coil v-`-44L`anolthereby keeping thevalve -fll-'openand the piston -8- andlink inposition tofclose the-switchv m46-- until fthe continued movementlo'fthe train along block -pB-{causesthe secondary coil -19- 'to pass overlthe danger magnet -19- inthe vsameblockat lwhich time, and only whenth-espeedis abovenine imi-les per hour,v the solenoid fcoil- -354-fwillbe energized to close the swit'cl1`-"3 8-`V there` by continuing theenergizing of Vthe :coil

As their-following train continuesto .l ad- Vance slowly, under dangeryby I'the :appli- Y cation -oflthe'brakesin `block iB-fas just ydescribed, the secondary reset coil +205* '10() will lpassl over-V itscompanion resety magnet ,-#20- thereby yenergizin'gthe :reset -`.coils@S7-#and -'37- to op-en the switches 88; 'and -A-38eincase -theyHa-reclosed, and-energizing bothoff the-coils 3544 and 105 V-g35--fanda`lSothe coil toallow the Valve k#11- to close which,inturn, permits thefreturn of the piston: -i8-z and link +12-by the Vspring and.incidentally opens lthe switch -46-'. Y v v v V"Ihisfautomatic movementof the lbrake lever -6- to its brake'applying,position,11rst bythepassage 'of the sec'ondary1caution coil -.'18-Yover its'companion"caution magnet 18.- and then theLsubsequent pass# ing of thesecondarydangerfcoil -y-j19 over its companion magnet .-*197-4, causesthe trainvlto 'move Very slowly,.if at all, or under' full controlfrom-*block fB- zinto block-@ therebyreducing toa-minimum 12o Y ,theliability-ofrearend collisionfwithfthe y tra-in i-nblock v Inlikemanner, the movement of al train inany block causes the automaticapplication of the brake-slof 'any-succeeding' trainen- 125 tering thenext preceding vblock, ,andral, though I vhave shown and ydescribed fthis -automat'ic Vmeans =for applying 'the engineers brake Valve-in'Connection with semaphore operated :means 'foreffecting y'the sameresult 130 .sov

the system as herein described. f y

I claim:'

'.l..In an automaticbrake-operating system for railways, the combinationwith a railway divided into blocks, of an electromagnet in each blockdirectly under-one railonly of the track, means in one block forenergizingan electro-magnet of 'another f yblock, a brake-controlling`member carried by a trainor/car movable along the track,

inductive means carried by the car or train directly over Vthe railunder whichthe .electromagnets are place-d aiidcmovable through Vthefields of the electro-magnets for receiving current therefrom bylinduction, and means actuated by the energizing of the inductive meansfor causing the operation of said; member to apply the brakes.

2. An automatic brake-operating. system for railways as in claim 1, inwliich'each blockincludes a signal movable to different positions, andan electric switch of its block operated bythe signal to close thecircuit through the magnet in another block when the signal is in oneposition and for breaking said circuit when the l.signal is in anotherposition. y v f.

3. In an automatic brake-operating system forI railways, the combinationwith a railway divided into blocks, of an electromagnet in eachvblock-4directly under one yrail only of thetrack, means in one block7forenergizing an electro-magnet of another block, a brake-controllingmember carried by'atrainl or car movable along .thetracln Y inductivemeans carried bythe car or train directly Aover therail" under which theelectro-magnets are placed and movable through the iield of theelectro-magnets for receiving- Acurrent therefrom by induction, andmeans includingy anr` electro-magnetic switch actuated by the energizingof thev inductive means for causing the operation of said member to`apply the brakes. v

'4. An automatic brake-operating system for railways as 1n claim 3 inwhich each block is equipped with Van additional elec- Y tro-magnetydirectly under the other rail of the track, means actuated by thepresence of a carv or train in one block for energizing the additionalelectro-magnet in the preceding block, additional inductive meanscarried by the train directly over said rail and movable through thefields ofthe additional lelectro-magnets for receiving currenttherefrom, and meansactuated bythe energizing of the additionalinductive means for opening said switch.

5. In an automatic brake-operatingsys-- tem for railways, thecombination with a railway divided into blocks, of anV electromagnetineach.,b10ck..di1feotly underember t0 -applythe brakes.

LLeonie? onlyrof' the rails of the track, electrically opzcurrenttherefrom by induction, a brake con-l f trolling member voiivthecar ortrain, and

means actuated by the energizing ofthe sec-V ondaryV circuit for causingthe 'operation of said brake controlling member to apply the brakes. Y vy y f f 6. An automatic 'brake-operating system ICH uw forrailways, asin claim 5, in which the last named means ,includes avr-normally openelectric switch, and means actuated by the movement of thecar or trainalong the track for closingl said switch when thetiain reaches a.pre-determined speed. f l,

7. rin automatic brake-operating system, as in ciaiin 5,-'in whichtlie'lastnanied means includes an Vvelectro-magnetically operated valveand an .electro-magnetically operated switch in circuit with the windingof the electro-magnetically operatedvalve and having its winding' inVthe secondary induction circuit. .Y Y i Vr8. In an automaticbrake-operating system for railways, the combination with a railway.divided into blocks, of an electrormagnet in each"block directly under4one rail only of the track,` electro-magnetic switches, one for eachblock and each in circuit with the electro-magnet ofthe nextprecedingblock. and havingl its winding forining a part of a localcircuit connected to both track-rails of its corresponding blocklwhereby a car or train present in one vblockr7 will cause said circuitto close-ther vswitch and energize the electro-magnet in the nextpreceding block, a brake-controlling member on the car ortrain, asecondary circuit on the car or train having an induction device-directly over said rail and movable through the fields of theelectro-magnets for receiving current therefrom, and means actuated bythe energizing of the inductive. device in the secondarycircuit forcausing the operation of the brake-controllingl mem- 9. In an automaticbrake-operatingsystem for railways,thefcombinationwith a railway dividedinto blocks, each block being equipped with a plurality ofelectromagnetsin spaced relationl along the track and termed respectively a dangermagnet and a resetting magnet, normally open relay switches, one foreach block and each in circuit with the reset magnet of the coi'-responding block and having its winding connected to the rails of thatblock, where- .bvv the presence of al car Vor trainl in AYonebloclicloses the circuit through the wind- 1 ing block, abrake-controlling member on Y vthe car or train, induction devicescarried by the train and movable respectively through the fields of thedanger magnet and reset magnet for receiving current therefrom, meansincluding an electric switch, actuated by the energizing ofthe inductiondevice for the danger magnet for causing the operation of thebrake-controlling member to apply the brakes, and additional-meansact'uated by the energizing ofthe induction device for the reset switch.Y

10. In an automatic brake-operating sysmagnet for opening 'said tem forrailways, the combination with a railway divided into blocks, anelectromagnet in each block designated as a caution magnet, anotherelectro-magnet in each`V block designated as a danger magnet, themagnets of each block being arranged in spaced relation along the railsof Vthat block, Va relay caution"switch in each block in circuit withthe caution magnet of that block but having its winding connected to therails ofthe next succeedingv a` relay danger switch in circuitblock,

g( s n K with the dangerA magnet of theneXt preceding block, and havingits windingjc'onnected to the rails of the ne-Xt succeeding block abrake-controllinomember on the train, a` secondary caution circuit and asecondary danger circuit b oth mounted on the car or train, said cautioncircuit including therein an induction device kmovable through thefields of the caution Vmagnets to be energized thereby,k the inductiondanger Vdevice being movable through the fields of the gized thereby,and means actuated by the energizing of either of said devices forcaus-'ing the operation of the brake-controlling member to apply the brakes.

ll. In an automaticbrake-operating system for railways, the combinationof a railway divided into blocks, each block being equipped with acaution magnet under one rail and a danger magnet under the o iositeprail and a reset magnet between l P a e,

the-rails, normally open relay switches, one

vated means for danger magnet to be ener-v block and having its windingconnected yto the rails of its corresponding block whereby the presenceof a car or train in that bloc-k Willv open its electromagnet switch,and thereby break the circuit through the reset magnet of said nextpreceding block, lrelay caution switches one for each block and each incircuit with ythe caution magnet of its block but hav-v ing its Windingconnected to the rails of the neXt succeeding block whereby the presenceof a car or train in that block will energize the caution magnet in thenext preceding block, relay danger switches, one for each block and eachconnected in Y circuit withthe danger magnet of the neXt precedingblock,but having` its winding connected across the rails of its'correspond ingblock, rwhereby the presence of a car or train in the one block dangermagnet of said preceding block, a brake-controlling member'on the car ortrain, air operated means for operating said will energize the member toapply the' brakes, a normally closed valve 'controlling the supplyof'air said air operated means, electrically operopening the valve, anor! mally open electric switch for controlling thelast named' means, aninduction device carried by the car Vor train and movable through thefields of the caution magnets 'for receiving current therefrom, meansactuated by the energizing of said device for tov closing the last-namedswitch, another iny ductiondevice carried Aby the car or train' andmovable through the vfields. of the dan-rk i ger magnets Vfor receivingcurrent therefrom, means actuated bythe energizing of the lastnameddevice for closing the circuit through the valve operating means,an additional induction device carried by the vcar or train and movablethrough the fields of the reset magnets for receiving'current therefrom,and means. actuatedA by the energizing of the last-named device foropening the Ylast named switches. i Y

. In witness whereof I'have hereunto set my hand this 2nd day IofAugust, 1923.`

RAYMOND s. MERRIETT.

